Gear-shifting mechanism.



G. B. IVIAEGLY.

GEAR SHIFTING MECHANISIVI.

APPLICATION FILED IAN. 3l, 1914.

Patented July 10, 1917.

2 SHEETS-SHEET I.

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` G. B. MAEGLY.

GEAR SHIFTING MECHANISM.

APPLICATION FILED 1AN.3|.1914.

2 SHEETS-SHEET 2.

Patented July 10, 1917.

GEORGE B. MAEGLY, 0F KANSAS CITY, MISSOURI.

GEAR-SHFTING MECHANISM.

Specification of Letters Patent.

Patented July 1U, `1191"?.

Application led January 31, 1914. Serial N o. 815,732.

To all 'whom t may concern:

Be it known that I, GEORGE B. MAEGLY, a citizen of the United States,residing at Kansas City, in the county of Jackson and State of Missouri,have invented certain new and useful Improvements in Gear-ShiftingMechanism; and I do declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same, reference being hadtothe accompanying drawings, and to the letters and figures of referencemarked thereon, which form a part of this specification.

My invention relates to improvements in gear shifting mechanism formotor vehicles and consists in the combination and arrangements hereindescribed and claimed.

The object of my invention is to provide simplified and positive meansfor controlling the power transmission and brake mechanisms by which theoperator is relieved of the exacting and onerous duties ordinarilyincident to the hand manipulation of these several elements.

In carrying out my invention I have provided improved details ofstructure; the preferred forms of which are illustrated in theaccompanying drawings, wherein Figure I is a plan view of a possiblearrangement of my electro-pneumatic controlling mechanism, indicatingits mounting on the chassis of a motor driven vehicle; the view beingprincipally diagrammatic, and parts of the vehicle being merelyindicated in order to indicate their combination with the controlmechanism.

Fig. II is a longitudinal section of one of the pneumatic cylinders, anda portion of its gear shift rod.

Fig. III is a horizontal section of one of the electro-magnets forcontrolling the pneumatic cylinders.

Fig. IV is a transverse section on the line IV--IV, Fig. III, showingthe armature slide-valve and conduit.

Fig. V is a vertical section of the valve for controlling flow from theair supply to the several magnetically controlled valves, and eventuallyto the gear shifting cylinders.

Fig. VI is a perspective view of the neutralizing device.

Referring more in detail to the parts 1 designates a portion of thechassis of a motor driven vehicle. 2 the motor, 3 the transmission caseand 5 transmission and which comprises a casing 7 having an intel gralhead 8 at the end opposite that through which the shift rods areprojected, and a head 9 having a central. aperture, and stuffing box 10,within which the rods 4 are slidably mounted.

As the mechanism illustrated in the accompanying drawings is onecomprising an ordinary three forward and one rear speed transmissionmechanism, employing two separate shift rods, I have illustrated the tworods and a pneumatic 'cylinder and control mechanism for each of theshift rods, but as the mechanism for actuating and controlling each ofthe rods is identical, except as hereinafter specifically mentioned, Iwill describe but one, with the understanding that such descriptionrelates equally to both.

Each of the pneumatic cylinders 6 .has a piston 1.1 therein, dividingits interior into separate chambers an'dv provided with an aperture 12whereby communication may be established between the chambers, orbetween either of the chambers and a channel 13 in the piston whichcommunicates with a channel 14 in the shift rod 4whereby air containedwithin either of the chambers may be exhausted through the channel inthe piston into the shift rod and thence through an aperture 15 in saidrod to atmosphere.

Slidably mounted in the aperture 12 in said piston is a valve 18, havinga groove 19 extending longitudinally therethrough in constantcommunication with the piston channel 13, and having a head 20 at eachend adapted for engagement with the cylin- 4der head 4to move the valvein its seat and cause the packing 21 of the inner face of the head toengage the piston and seal the aperture 12, to cut 0H flow of air fromsaid chamber to the piston and exhaust channels, so that when air isadmitted to the chamber back of the valve head, .the piston may beforced longitudinally within the cylinder to actuate the rod.

The cylinder 6 has a port 16 in one end and a port 17 in the head 9 atthe opposite end, and extending from said ports are pipes 22--23respectively, each ofwhich leads to the valve chamber of one of thecontrol magnets 24. l v

Each of the magnets 24 comprises a casing 25 and magnetic core 26 ofsoft iron, or the like, having a head 27 at one end and having screwthreads 28 at its opposite end, whereby the core is attached to anon-magnetic head 29 which mates with the head 27 on the core to confinethe winding of the magnet, and has a cylindrical extension 30 forming avalve chamber 31.

The extension 30 has a shoulder 30 on its inner surface, adjacent itsouter end, and seated against said shoulder is the flange 32 of aconduit 33, which communicates j. With one of the pipes 22 or 23; thesaid flange being provided with packing 32 and held in place by a gland34 to effectually seal the valve chamber.

Slidably mounted in the conduit 33 is a stem 35, having a longitudinalgro-ove 36 therein and having an armature head 37 located Within thevalve chamber 31, the said armature head being provided with a reltainersocket 38 for seating a spring 39 that bears against the end of themagnet core 26 to yieldingly urge the armature head outwardly away fromthe magnet core, and so thatpacking 40 contained within' a socket 41,that surrounds the stem 35, will bear against-the end ofthe conduit andseal the groove 36, to prevent the passage of air from the chamber 31 tothe conduit 33 and thence to the pneumatic cylinders, but which isadapted to unseat when the magnet is energized and the armature headthrown toward the core to uncover the valve conduit, so that thepneumatic cylinders may be supplied with air.

The valves 24-24 are arranged in pairs, with the valves 24 adapted forcontrolling intake to one end of each of the cylinders andthe valve 24for controlling the intake to the opposite end of the cylinder, l

although the mechanical construction of the valves and magnets is thesame.

In order to supply air'to the valve chambers 31 I provide each of theextensions 30 with nipples42vinr, opposite sides of the valve chamber,and"` mount pipe sections thereon, so that the valve chambers in theextensions Aof the several magnet casings are connected, and air maytravel through the header pipe 43 and individual valve chamber t0 anactive valve, in the manner hereinafter more fully described.

One of the end header sections 43 opens 'through a port 44 into a valvecase 45, having a port- 46, in. communication, through the pipe 47, witha magnetically controlled valve 48, identical in construction andoperation with the valves 24-24, except that the valve 48 has noconnection with the header pipe 43, air being supplied to the valve froma suppl source 49, through the pipe 50, and the va ve 48 bein adaptedfor controlling the supply to all o the auxiliary valves 24-24.

The valve casing 45 contains a guide plug 51 having a central aperture52, Within which is slidably mounted a valve stem 53, havin@ alongitudinal groove 54 forming a conduit through which air may pass fromthe valve chamber to atmosphere, when the valve stem is depressedagainst the tension of a spring 55 which seats on the bottom of thevalve casing and engages a head 56 on the stem 53 to yieldingly urge thehead toward the base of the Yplug 51; thusA the packin 57 on said headWill engage the base o the plug and et'ectually seal the valve chamber.

The stem -53 projects into the path of a lever 58 that is fixed 011 a.clutch'shaft 60, so that when the shaft is in its normal position thelever 58 will engage the valve stem and depress the same against theteny sion of its spring, so that should air be admitted to the valvecasing from the primary valve, it Will exhaust idly from the casingbefore it reaches any of the cylinder valves 24 or 24.

The clutch shaft is provided with the usual pedal 61 and with a clutchlever 62 for actuating the transmission clutch in the ordinary manner;the parts being so arranged that When the clutch is thrown out theexhaust or by-pass valve 56 is closed to direct the flow of air from theprimary control valve into the header leading to the shift controlvalves 24-24.

As it is desirable that all the transmission gears be neutralized beforemaking any particular shift, I have provided means for shifting the rods4 to neutral position with each actuation of the clutch pedal prior tothe actuation of any of the shift valves; the said mechanism comprisingbars 63 which are slidably mounted on the shift rods 4 at opposite sidesof collars 64 that are fixed on said rods.

Each of the bars 63 has links 65 connected with opposite endsrespectively of a lever Referring novi7 to the means for opening Aj orclosing the valves 24-24, 67--68 designate the terminals on each of themagnet windings, and 69 a common conductor for grounding the terminals67 of all of the magnets on the frame 1. The terminal 68 of each of themagnets has a separate contact point on a controlling switch 70, that islocated adjacent a drivers position, and compris/es a disk 71, uponwhich the several contact points are mounted, and a manually operatedselector 72 which is adapted for wiping the contact points 71 to selecta circuit through the magnet of the individual valve, which is to beopened.

The selector 72 has a conductor 73 leading to the terminal 67 of theinitial control valve 43., the terminal 68 of said valve has a conductor74 leading to a knife switch 75 that is mounted adjacent the clutchshaft 60, and the said switch has a conductor 76 leading to a battery77, having grounded connection with the frame 1 through the conductor78.

The clutch shaft 60 is provided with a contact strip 80 which isinsulated from the shaft and adapted for contacting both members of theknife switch to close a circuit therebetween, so that when the clutchshaft has been actuated by depression of the pedal 61, the lever willcontact the knife switch, so

that the selector having been moved to engagement with one of thecontactpoints 71, a circuit is closed from the battery, through theknife switch 75, conductor 74, primary'control valve magnet 48,conductor 73, selector 7-2, point 71', terminal 68, magnet 24, vand acommon conductor 69 to the frame, thereby energizing the magnet thatcontrols the primary air valve, so that air is admitted from the supplysource to the eX- haust valve, from the exhaust valve through the header43, to the active valve 24, and from said last named valve to the shiftcylinder to operate the shift rod for theY particular gear which it isdesired to use, as will presently be more fully specifically pointed'out.

The means for controlling the b'rake which l prefer to use, inconnection with the speed gear mechanism, comprises a valve which isidentical with the initial control valve 48, and, therefore,substantially identical with the valves 24-24; the terminals of thevalve magnet being connected with the common conductor 69 and with theterminal'point on the switch r70, as are the magnets for the valves 2.424.

The conduit 84 leading from the valve 85 engages with a head 86 of acylinder 87 that is identicall in construction with the pneumaticcontrol cylinders 6, and has a piston 88 therein provided with a rod 89that extends through the opposite head of the cylinder and is connectedby a yoke 90, with a lever 91, on the brake-shaft 92, having a lever 93connected with any ordinary brake lill by the -knife switch, so thatftheclutch shaft need be rotated only a sufficient distance to relieve theexhaust valve and without closing the knife switch.

The circuit closer for the brake-valve magnet comprises a foot switch 95in circuit with the conductor 74 and a contact member 96 in circuit withthe battery, so that by depressing the switch a circuit is closed fromthe battery to the conductor 74 and around the knife switch; in this wayit is possible to close a circuit for the brake-valve magnet,independent of that through the knife switch.

Presuming the parts to be constructed and assembled as described, in alike operative combination, with the motor active and the gears inneutral position, when it is desired' to start the vehicle, the clutchshaft is first rocked by depressing the pedal 61. The first action ofthe shaft when rocked is to move the neutralizing bars 63 toward eachother; the action of the bars being idle in this instance, however, forthe reason that the shift rods are already in neutral position.

Simultaneously with the movement of the shift bars the clutch bar 62 isadvanced to throw out the clutch (not shown), the lever 58 is raised torelease the valve stem 53, so that the latter may lift under the tensionof its spring and shut off the exhaust from the valve casing, so thatair when admitted loo ica

to the casing is diverted intothe header 43 and the contact strip 8()projected between the members of the knife switch to close a circuitfrom the battery through the selector switch and the magnet in aselected valve, if the selector .arm has been moved over a contact pointon the disk.

The movement of the clutch shaft does not, however, affect thetransmission, for the reason that all of thevalves controlling theintake to the pneumatic cylindersare held in closed position by thesprings in the valve chambers 31 on the valves 24-24, 48 and 85, themovement of the clutch shaft and the bars actuated therefrom beingmerely preparatory to the shifting of the gears. As soon as the clutchshaft is artuated, however, the operator can turn the selector to thecontact point on the switch, controlling a desired magnetic valve, forinstance, the valve for throwing in the first forward speed gear-and thecircuit is iinrnediately closed from ,the battery through unseated, andair from the supply'allowed to pass through the chamber 31 and groove 36into the pipe 47 and thence into the valve case 45 from whence it flowsinto the header 43.

The action of the magnet in valve 24 isv identical with that justdescribed, relative to valve 48, so that air passing through the header,and through the chambers of anyI intermediate or inactive valves, entersthe chamber 31 of the valve 24and passes out,

through the pipe 22 into the end of the cylinder 6, forcing the .piston11 through the cylinder and movingl'the rod 4 longitudinally to causethe gear wheel controlled by that rod to mesh with the proper member onthe drive shaft of the engine.

As the piston 11 moves through its cylinder, air contained within thechamber in the cylinder opposite that receiving the air, is allowed topass out through the valve 18 to the hollow rod 4 and exhaust toatmosphere, so that the piston is not retarded in its travel by aircontained within the dead chamber. As the piston reaches its limit, thevalve 18 is moved longitudinally by contact of the head 20 with the headof the cylinder, and air is exhausted through the slide rod.

As soon as the connection has been made, as described, the clutch shaftis released and returns to initial position, thereby breaking thecircuit, and the valves 48 and 24 are closed and the exhaust valve 45again opened to exhaust to atmosphere, so that when it is desired tochange the speed of the car, it is necessary to again actuate the shaftthroughthe foot pedal to reestablish the circuit.

When it is desired to change from irst to second speed the operator mayfirst move the selector to a neutral point, and then actuate the clutchshaft to return the transmission gear mechanism to neutral position andagain close the circuit through the knife switch, throw out the clutchand release the valve stem 53. The selector is then turned to thecontact for .the second speed and when the circuit is closed the magnetcontrolling the second speed clutch opens its valve and air is admittedto the cylinder 6, and moves the second speed gears into operativeengagement, it being apparent that any speed change may be obtained inlike manner by energizing the proper valve magnet through the selector.

To operate the brake, without interfering with the gear shift mechanism,the selector may be turned to the proper point for closing a circuitthrough the magnet in valve 85 and the auxiliary circuit closed bydepressing the auxiliary switch and rocking the clutch shaft slightly orto suicient extent to release the exhaust valve, but without interferingwith the clutch bai' or knife switch.

Having thus described my invention, what I claim as new therein, anddesire to secure by Letters-Patent, is

l. The combination with brake mechanism of power-transrnitting mechanismcoinprising a clutch and a plurality of sliding gears, of Huid meansadapted for actuating said brake and for sliding said gears intooperative engagement, a manually operable lever adapted for controllingsaid clutch and for neutralizing said gears, and electromagnetic meansfor controlling said Huid means.

2. The combination with a cylinder, of a valve for controlling How tosaid cylinder, means for supplying air to the cylinder through saidvalve, initial control and exhaust valves interposed between the supplyand said first named valve, common means for actuating the initialcontrol and said first named valve, and separate means controlling theexhaust valve.

3. The combination with a cylinder, of a valve for controlling flow tosaid cylinder, an initial control valve for controlling flow to said rstnamed valve, magnets for controlling said valves, a battery in circuitwith both of said magnets, and a switch for controlling the batterycircuit.

4. The combination with a plurality of cylinder chambers, of a valve forcontrolling flow to each of said chambers, a common supply for saidvalves, an initial control valve for controlling said supply, andelectrical means for selectively operating the rst named valves and foroperating the initial control valve with either of the selective valves.

5. The combination with a plurality of cylinder chambers, of a valve foreach of said chambers, an initial control valve, a supply conduitleading through the control valve to all of the chamber valves, andelectrical means for actuating the control valve and either of thechamber valves.

6. The combination with a plurality of cylinder chambers, of a valve foreac of said chambers, an initial control valve, a supply conduit leadingthrough the control valvc to all of the chamber valves, and electricalmeans for simultaneously actuat ing the control valve and either of thechamber valves.

titl

7. The combination with a plurality of cylinder chambers, of a valve forcontrolling flow to either of said chambers, an initial control valve, aconduit leading through the control valve and having constantcommunication with all of the chamber valves, a magnet for each of saidvalves, a battery, a common conductor-for the chamber magnets in circuitwith'the battery, a switch having independent connection with thechamber magnets and constant connection with the control magnet wherebya circuit is closed through the control magnet and either 'of thechamber magnets, for the purpose set forth.

8. The combination with a plurality of cylinder chambers, of a valve forcontrolling flow to either of said chambers, an initial control valve, asupply conduit leading through the initial control valve to all of thechamber valves, a separate electro-magnet for actuating each of saidvalves, abattery having a circuit line leading to one terminal of eachof said magnets, a switch for controlling said circuit, a selectorhaving separate contacts connected with the opposite terminals of saidchamber magnets, and an arm connected with the opposite terminal of saidcontrol magnet whereby the circuit is vclosed through the control valvemagnet and either of the chamber valve magnets.

9. The combination with a plurality of cylinder chambers, of a valve forcontrolling flow to either of said chambers, an initial control valve, asupply conduit leading through the initial control valve to all of thechamber valves, a separate electro-magnet for actuating each of saidvalves, a battery having a lcircuit line leading to one terminal of eachof said magnets, a switch for controlling said circuit, a selectorhaving separate contacts connected with the opposite terminals of saidchamber magnets, an arm connected with the opposite terminal of saidcontrol magnet whereby the circuit is closed through the control valvemagnet and either of the chamber .valve magnets, and independent meansfor controlling said switch.

10. IThe combination with a plurality of cylinder chambers, of a valvefor controlling flow to each of said chambers, an initial control valve,a conduit leading through the initial control valve and having constantcommunication with all of said chamber valves, an exhaust valve in saidconduit between the control valve and chamber valves, means foryieldingly urging said exhaust valve to its seat, means for relievingthe exhaust valve to close the conduit, and means for simultaneouslyactuating the control valve and either of said chamber valves.

11. 'lllhe combination with a plurality oi cylinder chambers, of a valvefor controlwith all of said magnets, and means for simultaneouslyclosing said circuit and releasing the exhaust valve.

12. The combination with a sliding gear transmission, of a fluidactuated gear shifting device, and electrically controlled means forsupplying fluid to the gear shifting device. I

13. rllhe combination with a sliding gear transmission, of fluidactuated means for selectively sliding the gears into operativeengagement, and manually operable means for neutralizing the saidgears.v y

14. The combination with a shifting gear transmission, of fluid actuatedmeans for shifting the transmission gears into operative engagement,electrically controlled means for supplying fluid to said shiftingvmeans, and manually operable means for neutralizing the said gears.

15. The combination with a shifting gear transmission and fluid actuatedmeans for shifting the gears into operative engagement, electricallyoperated means for supplying fluid to said iiuid actuated means, of aclutch, and manually operable means` for simultaneously actuating theclutch and neutralizing the said gears.

16. The combination with a shifting gear transmission, of a fluidactuated gearv shifting device adapted for shifting the gears intooperative engagement, electrically controlled means for supplying fluidto said device, and automatic means adapted for exhausting fluid fromthe device after the gears have been moved into operative engagement.

17. The combination with a clutch and a shifting gear transmission, offluid actuated means for shifting the gears into operative engagement,electrically controlled duid supply means, and manually operable meansadapted for simultaneously actuating the clutch and neutralizing thegears, and for actuating the supply means, after the gears areneutralized.

18. In a device of the character described, a cylinder, a piston withinthe cylinder,

, Huid actuated meansv for selectively moving the piston froma neutralpoint to either end of the cylinder, and manually operable means formoving the said piston from either end of the cylinder to a neutralpoint.

19. The combination with a cylinder, olf an electrically controlledvalve for controling flow to the cylinder, a shift rod having 13o meansfor actuating said mechanism, in

circuit with said first named means, and means for closing said circuitindependently of the means for controlling flow to said first namedcylinder.

21. The combination with a cylinder, of

electrically controlled means for controlling flow to said cylinder, atransmission mechanism comprising a shift rod having a piston in saidcylinder, a clutch shaft,=mechanism operable from the clutch shaft forshifting said rod, and means on the shaft for closing a circuit throughthe electrically controlled means.

' 22. The combination With a cylinder, of means for controlling flow tosaid cylinder, a transmission mechanism comprising a shift rod having apiston in said cylinder, a. collar on said rod, a clutch shaft, andmeans operably connected with said shaft and slidable on said rod forengaging said collar to shift the rod, for the purpose set forth.

23. The combination with a cylinder, of means for controlling flow tosaid cylinder,

lar rod having an exhaust port, a piston on the rod within the cylinder,having a channel communicating with the rod channel and with oppositeends of the cylinder, a slide valve in the 'piston for controlling Howto the air channel, and means for controlling flow to opposite ends ofthe cylinder.

25. The combination'with a transmission mechanism having a clutch andgear shift, the latter having a rod and a piston on said rod, of acylinder for said piston, valve casingg having conduits leading toopposite ends of the cylinder, a header for conducting air to andthrough the casings, valves in said casings, magnets for controllingsaid valves, a battery in circuit with all of said magnets, a controlvalve having a magnet in circuit with the battery, a brake cylinder fedfrom the header, a valve magnet in circuit with the cylinder valvemagnets, and a controller for selectivelyclosing a cil'- cuit throughany of said magnets.

In testimony whereof l afiix my signature in presence of two witnesses.

GEORGE B. MAEGLY.

Witnesses:

LYNN A. ROBINSON, L. E. CoATs.

